Inner rail for railroad-track curves.



J. W. McMANAMA. INNER RAH; FOR RAILROAD TRACK CURVES.

APPLICATION Fl LED JAN. 30, I91].

I Patented Sept. 11, 191?.

T R? NM UNIT I ST rs PATEN march.

JoHIv 'w. 'MGMANlZXMA, or WALTHAM, ivrAs'snoi-rusnfrs, ASSIGNOR orONE-THIRD :TOYSAMUEL snvronns AND"ONE3THIRD To mariners 'A, BARBEY,"BOTH or CAMBRIDGE, MAssAoHcs'E'T'trs.

INNER RAIL 1 FOR RAILROAD-TRACK CURVES.

1 "Specification of Iietters Patent.

Patented Sept. 11, 191 *7.

Application' 'filed January 30, 1917. SeriaI'NO. 145,385.

T0 (ZZZ whomz't may concern:

Be it known that 'I, J OHN WV. MCIVIANAMA,

citizen of the UnitedStates, residing at.

lValtham, in the county of h/Iiddlesea and State of Massachusetts, haveinvented new and useful Improvements in Inner Rails for Railroad-TrackCurves, of which the following is a specification.

This invention relates to a railroad-track curve of the characterdisclosed by Letters Patent of the United States, No. 1,006,579, andincluding a curved inner rail having its tread face reduced in widthfrom the standard size, for purposes set forth and described by thespecification of said patent.

The chief object of the invention is to improve the design of the innerrail in such manner that first, the wear and reduction of height of thetread face, due to the grind ing action of wheels thereon, will notresult in any substantial increase in the width of said face, andsecondly, the base portion of the rail head, including the downwardlyfacing bearing surfaces which contact with the upper edges of the angleplates connecting the ends of the rail with other rails, has a widthequal to or approximating that of the base of the head of a standardrail. Another object is to otherwise improve the design as hereinafterpointed out.

To these ends the invention consists in the improvements hereinafterdescribed and claimed.

The accompanying drawing is a transverse section of a rail embodying theinvention.

In carrying out my invention, I provide the head 12 of the rail with abase, preferably of standard width, said base including the downwardlyfacing bearing surfaces 18 projecting from opposite sides of the web14:, a relatively narrow tread 15, and diversified sides'characterizedas follows:

Said sides include substantially parallel upper portions 16 extendingdownwardly from the tread 15, and forming therewith the wear-sustainingportion of the rail head,

base, and intermediate portions 18 joining said upper and lowerportions. As here shown the intermediateportions 18 are inclined andpreferably curved, downwardly and outwardly from the portions 16 to theportions 17, said intermediate portions forming fillet surfaces betweensaid upper and lower portions.

The following are suitable dimensions of portions of the rail head:

Distance between the side portions 16, 16, one and thirteen sixteenthsinches.

Distance between the side portions 17, 17, three inches. 1

lVidth of side portions 17 approximately one-fourth of an inch.

These dimensions may, of course, be varied.

WVhile the side portions 17 are shown as transversely flat, they mayobviously be transversely curved or convex.

The distance between the bearing surfaces 13 of the head and the opposedhearing surfaces 20 of the rail flange 21 is preferably the same as in astandard rail, to permit the interposition of standard angle platesbetween said surfaces. The distance .between the tread 15 and the baseof the rail head is preferably greater than in a standard rail, topermit reduction of the height of the tread surface by wear, withoutunduly sacrificing strength. This results in a height or distancebetween the tread and the under side of the flange which is greater thanin a standard rail. This increase of height over that of a standardrail, joined to the end of my improved curved rail, may be compensatedfor in practice by raising the standard tangent rail by means of shims,or like well known contrivances.

I claim 1. A railroad rail, the head of which has a relatively widebase, including downwardly facing bearing surfaces at opposite sides ofthe web, a relatively narrow tread, and sides including substantiallyparallel. upper portions extending downwardly from the tread, andadapting the tread to be worn down without substantial increase of itswidth, lower portions joining said bearing surfaces, and outwardly anddownwardly inclined intermediate portions forming fillet surfacesbetween said upper and lower portions.

2. A railroad rail, the head of which has a relatively wide base,including downwardly facing bearing surfaces at opposite sides of theweb, a relatively narrow tread, and diversified sides extending from thetread to the base, and including upper portions adapting the tread to beworn down without substantial increase of its width lower portionsdefining the width of the head base, and intermediate portions joiningsaid upper and lower portions.

3. A railroad rail, the head of which has a base including downwardlyfacing bearing Copies of this patent may be obtained for five centseach, byaddressing the Commissioner oi Patents.

surfaces at lopposite sides of the web, and a 'surfaces, and the heightof the rail, or the distance between the tread and the bottom 0f therail flange, being greater than the standard height.

In testimony whereof I have afiixed my signature. I

JOHN W. MGMANAMA.

Washington, D. G.

